US659903A - Car-truck. - Google Patents

Description

P o. n gw. 0 8 JDJ m L w. c h S \2. d B .t n 9 t a P m 9 m S n N ..9 K1 0C. E Mun YEA ST@ .Dum EAM .Cm .c w m A i n 9 91 J 5 w n@ 0 o. M o N N Patented 0st. I6, |900. W. E. SYMNS.

CAB TRUCK.

(Application filled `Aug. 19. 1899.)

2 sheets-shura.

No. 659,9U3-

(No Model.)

l@ @A Hopgerys.

llNTTTn STnTns PnTnNT lrricn.

wnsoN n. sYMoNs, oF SAVANNAH, GEORGIA,

CAR-TRUCK.

TSEECIFIGATION forming part of Letters Patent No. 659,903, dated Octobel` y16, 1900.

Application filed August 19, 1899. Serial No. 727,845. (No model.)

To [MZ 'LU/tom, zit may concern:

Be it known that I, VILSON E. SYMONS, a citizen of the United States, residing at Savannah, in the county of Chatham and State of Georgia, have invented a new and useful Car-Truck, of which the following is a speciication.

This invention relates to an improved cartruck of the general class known in the art as caststeel trucks.7 As applied to a number of trucks known by this designation it is a misnomer, because they are either a combination of wrought and cast steel elements or, if made entirely of cast metal, are constructed of a number of parts secured by bolts or the like.

My invention has for its object the production of a truck embodying a complete truckframe cast in a single piece and in which the bolster-channel will permit of the mounting of the truck-bolster entirely within the con-V necting member of the truck-frame as distinguished from what are known as pedestal-trucks. In this latter type the truckbolster is located within the connecting member or center bar, but its opposite ends project through the side bars, which serve as column-guides for its vertical movement. On the contrary, I propose to locate the bolster entirely within the center bar, which latter is cast with drop-seats f or the springs which support the bolster. This construction obviates the necessity for jacking up both the truck and the car when it is desired to remove the wheels from the truck-frame. In addition to these features the journal-box recesses or openings open to the front and rear, so that the boxes may be removed by withdrawing the axles without elevating the frame, and I have also contrived a simple device by means of which the key which serves to lock the journal-box in place also actually exerts a direct pressure upon the box, tending to constantly urge it to the inner end of its seat.

Referring to the drawings, Figure l is a top plan View of my truck complete, showing a fragment of the truck-bolsterand a portion of the truck-frame being broken away for the purpose of disclosing the structural formation of the framebars. Fig. 2 is a side elevation of the subject-mattei' of Fig. l.

Fig. 3 is a sectional elevation on the indirect line 3 3 of Fig. l. Fig. 4 is a sectional View of the truck-frame, showing one of the side bars in elevation. Fig. 5 is a central longitudinal sectional elevation of the bolster. Fig. O is a plan view of the bolster, partly in section. Fig. 7 is an end elevation of the bolster, partly in section, on a central transverse line.

Referring now to the numerals of reference, which serve to designate the same parts throughout the several views, l indicates my truck-frame. This frame, as is well understood in the art, is designed to constitute the essential member of the car-supporting mechanism intermediate of the wheels and carbody. It comprehends a rigid frame, in which are mounted and which is therefore supported by the wheels, and it, in turn, serves as a rigid support for the car-body through the medium of what is known as the car-bolster 2. This bolster is supported by the truck-frame through intermediate springs and in turn directly supports the car. Heretofore the truck frame and bolster have been so intimately related that in order to remove the axles from the frame it has been necessary to jack up first the car and then the truck; but by reason of the novel construction of frame which will be presently described, this operation is unnecessary where my device is employed. The truck-frame 1, which, as stated, is a single steel casting, comprises the two parallel side members 3, having their upper edges 4 arched, as shown, and connected by a center bar or transverse member 5. The several walls of the entire truckframe are cast in what is known as T form which, however, is not literally descriptive, since it will be observed that the side mem bers 3 comprise vertical webs 6, apertured, as shown at 7, for the sake of lightness and provided both at the top and bottom with transverse bordering flanges 8, which construction serves to greatly strengthen the casting. The center bar 5, ext-ending between the two side bars and serving to connect them, is of channel form-that is to say, it comprises two parallel walls 9 and 10, strengthened by top and bottom anges 11 and l2, and connected adjacent to the side bars by what may be termed drop spring-seats 13, so designated IOO because the center bar 5 is arched and the spring-seats are4 located in a true horizontal plane slightly below the lower edges of the side bars.

The side bars are preferably cut out at the ends of the center bar, but are formed with vertical flanges 14, extending beyond the webs 6 in line with the walls 9 of the center bar, and these vertical fianges, which are practically correlative in general dimensions with the portion of the fiange 8 upon the same side of the web, are additionally strengthened by a transverse iiange 15 intermediate of the top and bottom (langes 8.

16 16, 85e., indicate rectangular journal-box recesses or seats opening oppositely `at the ends of the side bars and designed for the reception of journal-boxes 17, in which are mounted, as usual, the ends of the axles 18, upon which are mounted the ordinary flanged truck-wheels 19.

It has been found in practice that the ordinary methods of mount-ing the axle-boxes in the truck-frame are unsatisfactory, for the reason that the constant and violent vibration to which the truck is subjected gradually effects the loosening or nnseating of the boxes. To obviate this diculty, I have devised a simple form of fastening by means of which the wear between the box and its seat may be continually compensated for and the box thus constantly urged to the innerend of its recess and into rigid contact with the walls of its seat.

The journal-boX-securing means referred to comprises atapered key 20, passed through the top and bottom walls 21 and 22 of the journal-box seat, which walls are provided with apertures of different sizes for Vthe reception of the large-and small ends, respectively, of the key. The inner edges ofthese keys, whichlie in vertical planes, abut against the sides of the journal-boxes and serve to constantly urge the latter firmly intoV their seats when the keys are drawn longitudinally by means of tightening-nuts 23, screwed upon their lower ends and abutting against the under sides of the bars 4.

.24 24, dac., indicatelugs cast upon the walls 9 of the center bar and designed to support the links 25 of the brake-beams 26 and 27, and 28 28 are similar cast ylugs for the ordinary safety-chains. (Not illustrated.)

2t represents lugs designed for supporting the usual dead-levers, said lugs, in common with those numbered 24 and 28, being cast upon the said center bar of the truck.

I have now described the peculiar `form of my sin gle-piece cast-steel truck and the novel device which I have invented for rendering;

thejournal-boxes readily accessible, easily removable, and adjustable to compensate for Wear or to prevent undue vibration, and I shall now proceed to a description of the carbolster of novel form, which, asipremised, is' supported by the truck and which in turnv supports the'body of the vehicle. This bol- Yjoined integral one with the other. 1 structure of the open-jaw type at the ends of ster, which has been designated by the numeral 2, is, inv fact, like the truck-frame, a cast-metal shell, comprising side walls 29, having rectilinear bottom edges and arched upper or to'p edges, the purpose of which peculiarity of form is to provide a pair of horizontal spring-tables 30, connecting the side walls 29 at the lower edges of their opposite ends and to form what is known as a center plate 31 at the center of the top of the bolster and sufliciently elevated to insure the contact of this center plate only with the car or body bolster, which is secured in a manner well known in the art to the truck car-bolster through the medium of a king-bolt, (not illustrated, the socket for which is shown, however, in Figs. 5 to?v of the drawings.) The bolster 2 is also cast with side bearings 33 for the feet (not illustrated) of the body-bolster. The bolster, as described, is cast in a single piece, is mounted within the center bar of the truck-frame, and is of proper dimensions to be properly guided thereby during its vibratory movement, and the spring-tables 30 are .properly.proportioned to bring them limmediately above the spring-seats 13 in order that heavy `truck-springs 34C, carried by the seats, may yieldingly sustain the bolster and its load bycontact with the tables. Furthermore, it will be seen from the foregoing description that the truck embodying my invention is essentially boltless and that the `preferalolyi-tapered keys 20, which are employed for maintaining the journal-boxes in vthe seats provided for `their reception, areof cross-sectiona-lly-elliptical construction, having `inner at sides to bear against the interior-surfaces or walls of the journal-boxes and `having their convexed or rounded outer `surfaces in. contact with the inncr surfaces of the key-seats formed in the extended top and bottom walls of the journal-box seats. It is obvious that lost motion due to wear may be ytaken'up by the adjustment of the .constitutes a single piece., inasmuch as the same is of cast-steel throughout, whereby the side members and the transverse memberare The truck the side members is clearly distinguished froml that class of car-trucks in which pedestals are employed for the reception of the axle-boxes. In car-trucks -of the pedestal type each side member comprises a top bar with the pedestals at the end portions thereof; but vthe side members of a truck of this character are structurally defective and have not found favor with the car trade for two ,reasons-'to wit, the pedestals are unconnect- IOS ed at their free extremities, which rendersy them materially deficient in strength at the point where the greatest strain is exerted on the side frame of the truck, and, secondly, the truck must be jacked up or mechanically raised a sufficient distance for the axle-boxes to clear the pedestals iu the operation of with` drawing the wheel-axles from the truck. In a truck structure in which each side member is provided at its ends with pedestals it is evident that the weight and leverage of the car impose very great strain upon the top bar and the pedestal at the point where the latter is joined with the top bar, and itis found that in extended practical service the pedestal is liable to break because of this very great strain. The primary purpose that I have in view is to overcome this defect in the structural strength of a cast-steel truck in which all the parts thereof are integral one with the other, This object is attained by the construction of the side members in the manner heretofore described and by joining the side members and the transverse member integral one with the other. It is to be observed that in my cast-steel truck each side frame thereof consists of a top arch-bar, a lower binder, and axle-box seats or jaws which open in opposite directions at the respective ends of the side frame and are joined together by the binder and the top arch-bar, whereby the side frame is rendered exceedingly strong of construction and durable in service. It is to be observed, furthermore, that the transverse member consists of two parallel side walls, which arejoined integral with the top arch-bar and binder of the parallel side frames at lines on opposite sides of the transverse axis of the truck structure. This is a very important feature of my invention, for the reason that the parts of the two side frames are materially strengthened and reinforced at the lines where the truck is subjected to the greatest strain. It is evident that the weight of the car and the bolster therefor is transmitted through the transverse truck member and the parallel side members of the truck-'frame to the wheelaxles, and hence itis obvious that a truck is subject to the strain and leverage at the angies or corners formed by the juncture of the transverse bolster or member with the side members of the truck-frame. The integration of the transverse member with the top arch-bars and binders of the parallel side frames at four distinct lines of juncture provides an exceedingly-strong joint or connection which will successfully withstand all the strain and weight which may beimposed upon the truck by ordinary service of the car.

Another essential feature of my invention resides in the employment of the vertical tapered keys which are held in the open jaws or seats for the axle-boxes and are engaged directly with said axle-boxes. The keys are arranged in vertical positions and are of tapered form, so as to be free or uncontined except by friction al engagement thereof with the walls of the keyseat openings and the axle-box, whereby the keys are adapted to work or settle by gravity into the key-seat openings owing to the jar or vibration of the truck. The security of the keys does not at all depend upon the application of the nuts to their lower ends, because if the nuts become displaced or lost the keys will remain in their places in the key-seat openings and in engage ment with the axle-boxes, and lit is furthermore evident that the keys on the descent or settling thereof will engage very firmly with the axle-boxes, so as to securely and firmly hold the latter in position within the seats at the ends of the side members of the truck-ar1n While the present embodiment of my invention appears at this time to be preferable, I do not desire to limit myself to the structural details illustrated and described, and

reserve the right to make such changes, modi,

tications, and variations as may come properly within the scope of the protection prayed.

What I claim isl. In a boltless car-truck, a side member having open jaws or seats, each provided in its top and bottom with alined key-seat open ings, combined with an axle-box fitted to said seat, and vertical tapered keys confined in the key-seat openings and engaging directly with the axle-boxes, each key being free to work itself by gravity in a downward direction and to urge the axle-box into firm engagement with said seat.

2. In a boltless car-truck, the combination of a side member having an open jaw or seat, an axle-box, and a vertical gravity-actuated and tapered key provided with a curved outer face and a flat inner face, the latter engaging directly with the axle-box, substantially as described, for the purpose set forth.

3. In a truck, the combination with a side bar and an open-ended journal-boX seat, of a journal-box located in the seat, openings in the sides of the seat, and a closure for the seat comprising a tapered key disposed in said openings and adapted to be drawn therethrough to directly im pinge the journal-box.

4. In a truck, the combination with a side bar, and a journal-box seat opening longitudinally through the end of the bar, the sides of the seat having openings therein, of a journal-box located in the seat and adapted to rest upon the lower side thereof, and a tapered key passed vertically through the openings in the side of the seat and adapted to be drawn therethrough to directly impinge the journal-box and clamp it laterally against the Vertical face of the seat.

5. A cast-steel car-truck frame comprising the side members formed of arched bars and lower binders, and an open-top transom, the sides of the latter uniting the arched bars and lower binders of the side members and said side members having the webs 6, trans- IOO IIO

verse upper and lower flanges S, transverse, vertically disposed l reinforce connectingflanges 14, ontheir outer sides, in line with the sides of the transom, the horizontallydisposed transversev flanges 15 intermediate of flanges 8 and connecting said reinforceflanges 14, openings being formed between said flanges 8, 14 and 15, and said anges 15 serving to sustain the end thrusts of the cartruck bolster, and drop spring-seats uniting the lower binders of the side members with the sides of the transom, substantially as described.

6. A cast-steel car-truck frame comprised of side members and an open-top tvransom,said side members having reinforce vertically-disposed Iianges 14 on their outer sides, in line with the sides of the transom, openings at the ends of the transom, and horizontallydisposed transverse flanges l5, extending across said openings and connecting said reinforce-flanges 14, said flanges 15 serving to sustain the end thrusts of the bolster, substantially as described.

7. A complete boltless car-truck frame cast in a single piece of metal and comprising a transom and side' members, said side members being formed for the reception and retention of the axle journal-boxes, and said frame having drop-seats for the supportingsprings of the bolster, formed at the unions between the ends of the transom and the centers of the side members, and said springseats strengthening the said connections between the transom and the side members, substantially as described.

In testimony that I claim the foregoing as my own I have hereto afxed my signature in the presence of two witnesses.

WILSON E. SYMONS.

Witnesses:

GEO. W. WILDIN, W. R. GRAVENER.

Images